Transmission



Nov. 6, 1951 F. R. MGFARLAND 2,573,919

, TRANSMISSION Filed March 81945 2 SHEETS- SHEET l mf@ m4a1 NOV- 5, 1951 4F. R. MCFARLAND TRANSMISSION 2 SHEETS-SHEET 2 Filed March 8, 1946 aaa Patented Nov. 6V, 1951 v UNITED STATES PATENT OFFICE TRANSMISSION Forest R. McFarland, Huntington Woods, Mich.,

assignor to PackardvMotor Car Company, Detroit, Mich., a, corporation of Michigan Application March 8, 1946, Serial No. 652,837

(Cl. I4-472) 26 Claims. l

This invention relates to transmissions and control means therefor.

An object of the invention is to provide a transmission for motor vehicles in which several forward speeds are selected automatically to obtain the best mechanical advantage for the driving conditions encountered.

Another object of the invention is to provide a transmission for motor vehicles in which automatic driving speed selection may be overruled by the driver.

Another object of the invention is to provide a transmission for motor vehicles in which selected drive may be established by a pressure fluid system under the joint control of electrically energized means and driver operated means.

Another object of the invention is to provide a transmission for motor vehicles in which forward or reverse drive may be initiated without interference or noise.

Another object of the invention is to provide transmission control means in which geared or direct drive is automatically obtained and geared drive may be obtained at the will of the driver.

Other objects of the invention will appear from the following description taken in connection with the drawings, which forms a part of this specification, and in which:

Fig. 1 is a sectional view of a motor vehicle transmission and control therefor incorporating the invention;

Fig. 2 is adiagrammatic view partly in section showing the transmission control means;

Fig. 3 is a side elevational view of the transmission showing the control means diagrammatically; and

Fig. 4 is a view of the actuator for the valve control and the brake device for reverse drive.

The transmission is housed in casing I secured to one end of internal combustion engine II. The engine crankshaft I2 is connected with the impeller I3 of a uid coupling device I4 through which power is transmitted to runners I5 and I6 having concentric power or drive shafts Il and I 8. A driven shaft I9 aligns with the drive shafts and means is provided for driving the driven shaft from the driving shafts at two reduced speeds through two gear trains. This driving means is in the form of planetary gearing in which gears and 2l are xed respectively to driving shafts I I and I8 and gear 22 is xed to driven shaft I9. Plant gears 23, 24 and 25 mesh respectively with gears 20, 2| and 22 and are mounted on a reaction carrier 26. The planet gears are formed as a unitary structure or may 2 be separate but xed together as a unitary structure.

Drive through either one of the planetary gear trains at a speed less than that of their driving shafts is obtained by engagement of a brake device 2'I having friction plates 28 alternately engageable with an extension 29 of the carrier 28 and a ring member 30 fixed in wall 30 of casing I0. Backing plate 3I and ring member 30 are fixed to the wall by bolts 32 and a spring 34 engages the backing plate and normally moves an actuator 33 for the brake device into disengaged position. Engagement of the brake device will prevent retrograde movement of the carrier whereupon drive is transmitted through the driving means from either one of the driving shafts to the driven shaft at a reduced speed. A one-way clutch 35 provides a driving connection for the low speed runner I5 and permits shaft Il to overrun the vane portion of the runner I5 when the runner I6 is effective as the driver. At low engine speeds the first runner I5 will be the driver and as the speed of the engine increases the second runner I6 will take over the drive.

A clutch device 36 is associated with the driving means between the driving and driven shafts to effect unitary rotation of the driving means whereby the driven shaft I9 will be rotated at substantially the same speed as the driving shafts and the crankshaft except for some small amount of slip between the runners and the impeller. The clutch device consists of plates 31 alternately secured to an extension 38 of the carrier 26 and a ring member 39 splined to the driven shaft I9. Clutch actuator 40 is movable in the carrier extension 38 and is normally urged to disengaged position by springs Il. When the clutch device is engaged the carrieris locked to rotate in unison with the driven shaft I9 and consequently the planetary gearing or driving means between the driving and driven shafts is locked to rotate as a uni tary structure.

The brake and clutch devices are arranged to be controlled by a pressure uid system in which flow control valve devices are arranged and operated so that the driving means, that is the planetary gearing, can be conditioned for the various driving conditions encountered in the operation of a motor vehicle.

In forward drive it is necessary to engage either the clutch device or the brake device in order to establish the drive to shaft I 9. In order to drive shaft I9 reversely the brake and clutch devices must be disengaged. The reverse drive mechanism includes extension 38 of the carrier shiftable in chamber sa in housing sa.

3 that is splined at 48 to a sun gear 44 rotatably mounted around the driven shaft. Gears 45 mesh with the sun gear and are rotatably mounted on pins 48 fixed to carrier 41 that is splined to the driven shaft I8. There is also an annulus or reaction gear 48.*mounted for free rotation during forward drive and held stationary for reverse drive. In order to establish the reverse drive there is provided a manually operable brake means for gear 48 in the form of a pawl 48 slidably mounted to engage external teeth 58 on gear 48. When the brake and clutch devices 21 and 36 are released from the driving means, carrier 28 will'be driven in reverse direction through the planetary gearing and extension 88 will rotate sun gear 44 in a reverse direction'. As gears 45 mesh with the pawl held reaction gear member 48, they will transmit reverse drive to carrier 41 and shaft|9 at a slower rate of speed than that at which carrier 28 is being driven. 'I'he controls for establishing forward and reverse drives will be described as the specification progresses.

The pressure fluid system for controlling the brake and clutch devices 21 and 36 includes pump 52 driven from the engine crankshaft by suitable gearing and pump 58 driven from the driven shaft. Pump 53 includes a pair of meshing members 54 and 55 located in a chamber in wall 56 of the casing |8 and fixed respectively to shafts 51 and 58. Shaft 58 has gear 58 fixed thereto that meshes with drive gear 68 splined on the planetary carrier 41. Pump 53 is connected with the bottom portion of casing I8 by inlet conduit 6l and has an outlet conduit 62 leading to a housing 63 for the valve devices. Pump 52 has an inlet conduit 64 leading from the crankcase of the engine and an' outlet conduit 65 leading to housing 63. Conduit 66 connects the control housing with chamber 61 in which the brake device actuator 33 operates and conduit 68 connects the control housing with chamber 68 in which the clutch device actuator 48 operates.

There are three valve devices 18, 1| and 12 in housing 63 arranged in series for controlling fluid flow to the brake and clutch devices 21 and 36. Valve device 18 has a multiple flanged valve member 13 axially slidable in chamber 14 in the housing 63 and is operated by the vehicle driver through mechanism for dictating neutral, forward or reverse drive through the transmission.

Valve device 1| is a compound structure consisting of two telescoped andv relatively movable valve members and 16 that are movable relatively axially in chamber 11 in housing 63. Valve member 15 is urged into one open position by spring 18 and is moved into another open position by driver operated mechanism which is the same as that for actuating valve member 13. Valve member 16 is urged into open position by spring 18 and is moved into closed position by electrically energized means including a solenoid 88, the valve member having a stem 8| that is shifted by the solenoid.

Valve device 12 has a valve member 82 axially valve member is urged into one position by spring 84 and into another position by electrically energized means including solenoid 85, the valve member having a stem 86 that is shifted by the solenoid.

The valve member chambers in housing 63 are connected with each other and the pumps by various passages and are vented by various passages. Pump outlet conduit 65 is connected with 83. Chamber 14 is vented through passages 81 and 88, chamber 11 is vented through passages 88 and |88 and chamber 88 is vented through passage |8|. n

Valve member 15 is in the form of a sleeve and has openings |82, |83, and |88 therethrough. The associated valve member 18 is formed in two diameters with the smaller diameter portion between two larger, diameter portions. Valve members 82 and 18 are also formed with several reduced diameter portions around which iluid iiows when aligned with any of the desired passages.

solenoids 88 and 85 are in electric circuit means controlled by the vehicle driver and by a governor |81 responsive to the speed of the driven shaft I8, the governor being actuated by suitable mechanism (not shownldriven by gear |88. Solenoid 88 is connected with battery |88 by line I|8 through ignition switch ||2. Said solenoid 88 is connected to accelerator switch |24 by line ||5 and then to ground -through lines |23, ||1, |28 and governor switch points ||8 and ||8.

Solenoid 85 is connected with battery |88 through line ||8, ignition switch II2, line Said solenoid 85 is connected to ground by lines IIT, |28 and governor switch points ||8 and ||8. It is also possible to ground solenoid 85 by kickdown switch points |25, which are contacted by accelerator switch |24 upon full depression of accelerator pedal |21, and lines |28 and I1. Said solenoid 85 may also be grounded by operating manually operated switch |26 to close points ||8 connected to line ||1. Ignition switch ||2 connects solenoids 88 and 85 to battery in its on" position through lines H8, and and ||8. respectively.

As shown in Fig. 2, solenoids 88 and 85 are energized, placing valves 18 and 82 in their leftward positions. Switches |24 and |28 are operable by the vehicle driver, switch |24 Abeing preferably attached to the accelerator pedal |21 as aforesaid and switch |28 being preferably mounted on the instrument board |28 forming an extension of the vehicle floor board |28.

The mechanism for shifting valve members 13 and 15 includes a U shaped actuator |38 having one arm fixed to valve 13 and the other arm fixed to a plunger |8| slidably mounted in chamber 11 and adapted to engage with one end of valve member 15. This actuator |38 is operated by lever |35' having an arm |82 extending into a slot |33 in actuator extension |34 and connected with driver operable lever |35 by link rod |86.

Lever |35' is pivoted at |48 to casing |8 and has an arm |31 through which the shank |38 of pawl 48 extends, nut |38 being secured to the end of the pawl shank extending through the ann. Spring |48 is arranged between the arm |81 and the pawl. When top end of lever |35 is pulled rearwardly by the driver, arm |32 moves rearward carrying actuator |88 therewith and arm |31 moves upwardly to engage pawl 48 with teeth 58 of the reaction gear through compression of the intermediate spring |48 whereby reverse drive amable The third involves the shifting of valve member 18 upon depression of accelerator pedal |21 to releaseboth clutch 36 and brake 21 to permit the reverse gear to become effective. These three steps are initiated of course from the neutrai position in which, as described above, passage 61 is blocked by valve 13 and both clutch 36 and brake 21 are vented through vent 98. In the first step lever |35 is pulled part of the way toward the rear from its neutral position. thereby causing valve actuator |30 to be moved to the right as viewed in Fig. 2 until vent 88 is blocked as well as passage 92. Passage 81 is unblocked by this movement of actuator |30 and is also connected to passage 03, the latter conducting the fluid pressure to clutch 36 and causing engagement thereof. The unblocking of passage 81 on the other side of valve 'I3 causes fluid under pressure to be conducted through passages 88 and 50, through port |03, around the reduced section of valve 16, through port |05, passage 96, through valve 82 and passage 66 to brake 21, thus engaging the said brake. The operation of the brake 21 and clutch 36 results' in holding teeth 50 stationary for at least a briefinstant. Y Actuator |30, however, continues to move to the right as viewed in Fig. 2 as lever |35 is made to complete its rearward movement to the reverse position. This constitutes the second step in the shift to reverse drive opera--l tion. If in this step teeth 50 should come to rest with pawl 49 engaging the top of one of said teeth, spring |40 mitting such continued movement of actuator |30 to the right to the limiting position thereof. At the hunting position of actuator |30, pressure is still maintained in brake 21, but clutch 36 is vented through valve 13 and' vent 01.

The' third step is performed by the vehicle driver when he depresses accelerator pedal |21 to start the vehicle moving in reverse. This action deenergizes solenoid 80, and Vvalve member 16 is moved to the right as viewed in Fig. 2 by spring 19 to its limiting position in that direction. In this limiting position, opening |05 in sleeve valve member is in communication with the reduced diameter portion of valve member 16 which in turn is in communication with opening |06 and vent |00. The uid pressure is blocked by sleeve valve member 15 at 80 and by |03 in the sleeve Brake passage 06 is thus vented and brake 21 is released. Carrier 26 will now be driven reversely by either the primary runner I5 or the secondary runner I6 depending upon which is effective at the particular speed of the impeller I3. Reverse rotation of carrier 26 willcause sun gear 44 to be rotated reversely, and since ring gear 4B is held stationary by pawl I9, planet pinions I5 and their carrier 41 will likewise be rotated reversely, but at a reduced speed.

When the engine cannot be started and pushing of the vehicle is desired to start the engine, pump 53 serves to supply pressure uid for engaging the brake device 21 to provide a drive connection through the gearing. With the ignition turned on, the solenoid 85 will be shifted for geared drive position, as shown in Fig. 2, so that fluid will flow from pump 53 through passages SL06 and conduit 66 to engage the brake device 21 thereby braking the reaction carrier. Although in a push start battery |03 may be dead insofar as starting the engine in concerned, it

will be compressed, thereby pergenerally can supply enough current to operate solenoid 85.

It will be understood that various forms of the invention other than that described above may be used without departing from the spirit or scope of the invention.

What I claim is:

1. In a transmission for motor vehicles having an engine; a driving shaft adapted to receive drive from the engine; driving the driven shaft from a speed less than that of the driving shaft, said driving means including gears rotatable with said shafts. planet gears meshing with said gears and a carrier for the planet gears; a brake device for the carrier for causing reduced driving speed through the driving means when applied; a. pressure fluid system for controlling said device; a compound valve device in the fluid system having two relatively movable members; driver operable means for one ofthe valve device members; electrically energized means for shifting the other valve device member into closed position when energized; means operable by the ve-` hicle driver for controlling 'said electrically energized means; spring means normally urging said electrically shifted valve member into open position; and spring means normally urgingV said driver operated valve member into closed posi.

tion.

2. In a transmission for motor vehicles having an engine; a drivingl shaft adapted to receive drive from the engine; a driven shaft; means for driving shaft at a speed less than that of the driving shaft. said driving means including gears rotating with the shafts, planet gears meshingv with said gears and a carrier for the planet gears; a brake device for the carrier for causing reduceddriving speed through the driving means; a clutch device connected to the gearing and operable when engaged to cause unitary rotation of the driving means; a pressure fluid system for controlling said devices; two valve devices in series in the fluid system, electrically energized means for each valve device; means operable by the vehicle driver for controlling said electrically energized means, one of said valve devices being `actuated by its electrically energized means to ncontrol uid flow to the other device and the other valve device being shiftable to selectively control ow to the brake and clutch devices.

3. In a transmission for motor vehicles having an engine controlled by an accelerator pedal, a power shaft driven by the engine, a driven shaft, planetary gearing including a carrier adapted to provide a speed reduction drive connection from the power shaft to the driven shaft, a brake device for the carrier, a pressure uid system for engaging the brake device, a ilrst and second valve device in series in the system, electrically energized means for each device, switch means on the accelerator pedal for rendering the electrically energized means effective when in engine idling position to close the rst valve device and to deenergize the energized means when moved to accelerate the engine, means for normally urging the first valve device to closed position, speed responsive switch means for rendering the electrically energized means effective to open the second valve below a predetermined speed and to deenergize said means above the predetermined speed, and means normally urging the second valve device to closed position.

4. In a 'transmission for motor vehicles having` a driven shaft; means for the driving shaft at the driven shaft from the drivingmoving. Thus is established. When the upper end of lever |35 is moved forwardly actuator is moved forwardly and arm |31 bearing against nut |39 will disengage the pawl from teeth 50 of the reaction gear to disconnect the reverse drive.

As previously mentioned, engagement of brake device 21 eiects forward drive through either one o f the gear trains and is referred to as geared drive. When the clutch device 36 is engaged forward direct drive is e'ected. The brake device and the clutch device are both disengaged lb establish reverse drive.

Pump 52 is driven Iby the engine and will not move fluid through the control system until it is started and running. Pump 53 will move tluid through the system only when the vehicle is while the engine is not operating and standing still iluid in the system will not be under pressure so the brake and clutch devices will -be disengaged. Assuming the actuator |30 is in neutral position, i. e., a position substantially midway between the forward and reverse limits of movement of actuator |30, the clutch device 36 is vented through conduit 68, passages 94,

92, 95 and |0| or vent 88 while the brake device 21 is vented through conduit 66 and passage |0|, valve 32 being to the right from its position in Fig. 2 to permit this, since solenoid 85 is not energized.

The next step in conditioning the transmission for drive is to close the ignition switch ||2 so that the engine may be started. This will complete the electrical circuits to solenoids 80 and 85 so that they will be energized and will shift valve member 16 and valve 82 to the positions shown in Fig. 2. The circuit for solenoid 80 consists of battery |09, line ||0, switch ||2. line H5, contact ||4, switch |24 and lines |23, H1, |20 and governor grounding switch contacts ||9 and ||8. The circuit for solenoid 85 consists of battery 09, line ||0, switch ||2, lines and |20, contact I9 and governor operated switch 8 that is closed below some predetermined vehicle speed and opened above such speed. Valve 13 is closed when actuator |30 is in neutral position as shown in Fig. 2 so conditioning of valve members 16 and 82 will not elect uid flow.

The next step in establishing forward geared drive through the transmission with the engine idling is to shift actuator |30 to the left, as viewed in Fig. 2. thereby opening passage 81 to passage 89 and this is accomplished by the driver moving the upper portion of lever I forwardly. This shift of the actuator carries member |3| therewith and shifts valve mem-ber 15 to the left conditioning it to allow subsequent ilow from passage 89 to passage 96 through passages |02 and |06 but such present flow is blocked by valve member 16. As valve 82 permits iiow from passage 96 to conduit 66 the brake device 21 will be applied to the carrier to establish geared drive upon release of valve 16 by solenoid 80 and this is accomplished by pressing the accelerator pedal down breaking the solenoid circuit. Spring 19 will now move valve 16 to the right of the position shown in Fig. 2 so that the small diameter portion overlies passages |06 and |02 in open valve member 15. Fluid will now dow to the brake device through the two ilow control devices 10 and 1| and the selector device 12. Valve 82 shuts oil' fluid ilow from passage 96 to passage 94 so the clutch device is disengaged. The transmission is now in geared drive because the carrier 26 is held stationary by brake device and either one of the two gear trains will be effective depending upon the speed of the iluid coupling. In up. the low speed gear train will ilrst be effective and at some advanced speed the second runner I8 of the fluid coupling will become effective to drive the intermediate speed gear train.

Geared drive is maintained with the control means in the last described positions until governed speed is reached whereupon switch ||8 is moved away from contact lll by the governor to thus break the circuit for solenoid 85. When the circuit is broken to solenoid Il. spring 84 will move valve member up passage 38 to passage 94 so that iluid will ow through conduit 68 into chamber 69 to engage the clutch device 36. Conduit 66 for the brake device is now open to vent passage |0I. The engagement of the clutch device will cause the driving means to rotate as a unit and thereby effect rotation of the driven shaft at the same speed 'as that of the ydriving shaft. The clutch device will be automatically engaged by the fluid pressure system at any speed above the governed speed and when vehicle speed falls below governed speed then the governor will reestablish the circuit to the solenoid 85 through switch ||8 to thereby place the control means back into the geared drive relation previously described.

There are two means by which geared drive may be manually eilected while the vehicle is above the governed speed.

By pressing the accelerator pedal |21 beyond wide open throttle position, that is, into a relation known as overtravel position, switch |24 will be engaged with grounded contact |25 to establish a circuit for solenoid 85 through line |23 even though the governor controlled circuit is open. Overtravel control is sometimes known as kickdown and when effective the circuit for solenoid 85 will consist of battery |09, line ||0, switch H2. lines III, H1 and |23, switch |24 and grounded contact |25. When the kickdown circuit is established valve 82 is moved back to geared drive position as shown in Fig. 2 and it will remain in this position until the kickdown circuit is broken above the governed speed whereupon solenoid 85 will be deenergized and valve 82 will be moved by spring 84 back to direct drive position.

The other manually controlled means provides for energizing solenoid 85 to place valve 82 into geared drive position whenever ,switch |26 is moved to engage contact ||6 at the will of the driver. This circuit for the solenoid consists of battery |09, line H0, switch H2, lines and ||1, contact ||6 and grounded switch |26. So long as this circuit is maintained valve member 82 will be held in geared drive ,relation whereby the brake device 21 is engaged and the clutch device 36 disengaged at any vehicle speed. In other words this manually controlled circuit provides a permanent geared drive as long as the driver desires and the circuit can be established at will to overrule the governor circuit above the governed speed.

For reverse drive of shaft I9 three steps must -be taken, the first of which is to synchronize pawl 49 with teeth 50, the second taking place when the accelerator pedal |21 is in the engine idling position with one of the valves set for reverse drive and the shift of the pawl into engagement with the teeth 50 has been completed 9 an engine controlled by an accelerator pedal, said transmission being 'adaptedto provide forward and reverse drives, a powershaft driven by the engine, a drivenv shaft, planetary gearing including a 'carrier adapted :to provide a speed reduction drive connection from the power shaft to the driven shaft, a brake device for the i rrier, a pressure fluid system for engaging thek brake device, first and second valve devices vin series in the fluid system, electrically energized actuator means for closing the rst'valve device, means for opening the first valve device when the actuator means is deenergized, a switch movable with the accelerator pedal effective in engine idling position to energize the actuator means, manually operable means for controlling the shift between forward and reverse drives, spring means for opening the second valve device and means operably connected to the manually operable means for closing the second valve device.

5. In a transmission for motor vehicles having an engine controlled by an accelerator pedal, a driving shaft adapted to receive drive from the engine, a driven shaft, planetary gearing including a carrier adapted to provide a reduced drive connection from the power shaft to the driven shaft when the carrier is held stationary, a clutch device connected to the gearing and operative when engaged to cause unitary rotation of the gearing', a pressure uid system for selectively controlling said brake and clutch devices, a first flow control valve device and a second flow selector valve device in series in the system, electrically energized means under control of the accelerator pedal for controlling the rst valve device, electrically energized means for controlling the second valve device to direct fluid ow to either the brake device or the clutch device, vehicle speed responsive means controlling said energized means for the selector valve device, said speed responsive means eifecting shifting of the valve device to direct iluid flow to the brake below a predetermined speed, and spring means normally urging said valve device into position directing flow to the clutch device.

6. In a transmission for motor vehicles having an engine controlled by an accelerator pedal, a driving shaft adapted to receive drive from the engine, a driven shaft, planetary gearing including a carrier adapted to provide a reduced drive connection from the power shaft to the driven shaft when the carrier is held stationary, a'brake device for the carrier, a clutch device connected to the gearing and operative when engaged to cause unitary rotation of the gearing, a pressure fluid system for selectively controlling said brake and clutch devices, a flow control valve device in the system, a selector valve device in the system in series with the control valve device for directing iluid ilow to either the brake device or clutch device, solenoids for actuating the valve devices, associated electric circuits for the solenoids, a switch in the circuit for the control valve device solenoid, said switch being operative by the accelerator pedal lto energize the circuit and close the control valve device when the pedal is in engine idling position and to open the circuit when the pedal is in engine accelerating position, a governor controlled circuit'l connected with the selector valve device solenoid adapted to be closed below a predetermined speed to direct ow to the brake device, said governor circuit being open above the predetermined speed, means normally positioning the selector valve device to direct iluid to the clutch device, and

means operable at will by the vehicle driver effective toclosethe circuit for the selector. valve device solenoid f '7. In a.r transmission foi-'motorv vehicles 'having an engine Icontrolled byan accelerator pedal, 'a driving shaft adapted to receive drive from the engine, a vdriven shaft, planetary gearing including a carrier adapted to provide a reduced drive connection 'from'thef power shaft to the driven shafty when the carrier is braked, a brake device for the carrier, aclutch device connected to the gearing and operative to cause unitary rotation of the gearing, a pressure fluid system for selectively controlling the brake and clutch devices, a ow control valve device in the system, a selector valve device in the system for directing flow to the brake device or the clutch device, said selector valve device being in series with the control valve device, solenoids for controlling said valve devices, electric circuit means for the solenoids, a switch carried by the accelerator pedal for completing the circuit to the control valve device solenoid to close the valve device when the pedal is in engine idling position and completing the circuit to the selector valve device solenoid when the pedal is in overtravel position, a. speed responsive switch in the circuit for the selector valve device solenoid effective to energize the solenoid and direct fluid flow to the brake device below a predetermined vehicle speed, and means for positioning the selector valve device to direct flow to the clutch device when the solenoid is deenergized.

8. In a transmission for motor vehicles having an engine controlled by an accelerator pedal, a driving shaft adapted to receive drive from the engine, a driven shaft, planetary gearing including a carrier adapted to provide a reduced .drive connection from the power shaft to the driven shaft when the carrier is braked, a brake device for the carrier, a clutch device connected to the gearing and operative to cause unitary rotation of the gearing, a pressure fluid system for selectively controlling the brake and clutch devices, a ow control valve device in the system, a selector valve device in the system for directing uid flow from the control device to either the brake device or the clutch device, said valve devices being arranged in series, solenoids for controlling the valve devices, electric circuit means including a switch movable with the accelerator pedal for completing the circuit to one of said solenoids when the pedal is in engine idling position to condition the control device for ilow shut oil and to open the circuit when moved to engine accelerating position, resilient means for opening the valve device when the circuit is open, electric circuit means for the clutch Adevice solenoid includinga switch responsive to vehicle speed below some predetermined value to energize the solenoid and move the selector switch to allow fluid flow to the brake device, the selector valve device moving to allow fluid flow tothe clutch device when the associated solenoid is deenergized above the predetermined vehicle speed, and driver controlled means for energizingthe solenoid for the selector valve .device and overruling the speed controlled switch while theaccelerator pedal is in any operating position in its range of movement.

9. In a transmission for motor vehicles driven by an engine controlled by an accelerator pedal, a. power shaft driven by the engine, -a driven shaft, gearing adapted to establishtwo .driving ratios from the power shaft to the driven shaft,

atraen; f

ll two devices operable to control the driving ratio of the gearing, a pressure fluid system connected with the control devices, three valve devices in series in the system, manual means for shifting the first valve device in the series to control fluid flow, the second valve device controlling fluid flow and comprising two members one of which is controlled by the manual means, electrically energized means controlling the other member of the second valve device and responsive to the accelerator pedal position to open the member only when the engine is accelerated, electrically energized means for operating the third valve device for directing fluid flow in the system to a selected ratio control device, and means responsive to vehicle speed for controlling the electrically energized means for the third valve device. 10. In a transmission for motor vehicles driven by an engine, a power shaft driven by the engine, a driven shaft, gearing adapted to establish two driving ratios from the power shaft to the driven shaft, two devices selectively operable to control the driving ratio of the gearing, a pressure fluid system connected with the control devices, a selector valve device in the system shiftable to direct the fluid ow in the system to either device, spring means urging the valve device into position directing fluid flow to the higher speed control device, a solenoid for shifting the valve device into position directing fluid flow to the lower speed control device, electric circuit means connected with the solenoid, a pair of switches in the circuit means arranged in parallel, means responsive to vehicle speed for operating one of. the switches to close the circuit below a predetermined speed value, and driver operated means for actuating the other switch at will.

11. In a transmission for motor vehicles driven by an engine controlled by an accelerator pedal, a power shaft driven by the engine, a driven shaft, gearing adapted to establish two driving ratios from the power shaft to the driven shaft, two devices selectively operable to control the driving ratio of the gearing, a pressure/fluid system connected with the devices, a selector valve in the system shiftable to direct fluid ilow in the system to either one of the control devices, spring means urging said valve into position directing fluid flow to the high speed control device, electrically energized means for'shifting the valve to position directing fluid flow to the low speed control device, means responsive to vehicle speed in alow value range for actuating the electrically energized means, and means operable by overtravel of the accelerator pedal for activating the electrically energized means.

12. In a transmission for motor vehicles having an engine, an engine driven power shaft, a driven shaft, gearing adapted to effect a two speed driving connection between the shafts, a pair of control devices for the gearing alternately operable to select between the two driving speeds, a pressure fluid system, a primarly flow control valve in the system, a compound flow control valve device in the system in series with the primary flow control valve, an actuator for shifting the primary valveto open position and shifting a member of the compound valve device to open flow position, means under control of the vehicle driver for shifting another member of the compound valve device at will, and a selector valve device in the system operable to direct now to either of the gearing control devices.

13. In a transmission for motor vehicles havlng an engine controlled by an accelerator pedal,

l2 an engine driven power shaft, a driven shaft. gearing adapted to effect a two speed drive connection from the power shaft to the driven shaft, a pair of control devices for the gearing alternately operable to select between the driving speeds, a pressure fluid system, la primary flow control valve, a compound secondary flow control valve device having relatively movable members, an actuator for shifting the valve and one of the members of the compound valve device similarly to open position, electrically energized means for shifting the other member of the valve device to closed position, spring'means moving the one member of the valve device to closed 'position and the other member to open position, a switch movable with the accelerator pedal for conditioning the yenergized means to close the associated valve member when in engine idling position, and means in the system selectively directing fluid to either of the gearing control devices.

14.' In a transmission for motor vehicles having an engine; a driving shaft adapted to receive drive from the engine; a driven shaft; means for driving the driven shaft from the driving shaft at a speed less than that of the driving shaft, said driving means including gears rotating with said shafts, planet gears meshing with said gears and a carrier for the planet gears; a brake device for the carrier effecting reduced driving speed through the driving means when applied; a clutch device connected with a portion of the said gears and operable when engaged to effect unitary rotation of the driving means; a pressure fluid system for controlling said devices; a valve device in the fluid system having a shiftable valve member; a compound valve device in the fluid system composed of two relatively movable valve membersin series with the shiftable'valve member; driver operable means for controlling `the shiftable valve member and one of the members of the compound valve device; electrically energized means for controlling the other valve member of the compound valve device; and means operable by the driver for controlling said Velectrically energized means, said valve members l ing adjustable to control fluid ow in the systen.

15. l-. a transmission for motor vehicle having an engine controlled by an accelerator pedal, a power shaft driven by the engine, a driven shaft, planetary gearing adapted to provide a drive connection between said shafts, a brake device adapted to engage a portion of the gearing and provide reaction means, a pressure fluid system for engaging the brake device, three valve devices in series in the system, driver operated means for shifting the first valve device, electric means for opening the second valve device. electric means for opening the third valve device, the electric means for the second valve means being controlled by the accelerator pedal, and a governor controlling the electric means for the third valve device.

16. In a transmission for motor vehicles having an engine, a power shaft driven by the engine, a driven shaft, planetary gearing including a carrier adapted to provide a drive connection between said shafts, a brake device for the carrier, a pressure fluid system leading to the brake device, three valve devices in series in the system, manually operable means controlling the first valve device in the series, solenoids controlling the second and third devices, electric circuit i means for the solenoids, driver operated means Aand vehicle speed responsive means controlling the third valve device.

17. In a transmissigoxi for motor vehicles having an engine; a driving shaft adapted to receive drive from the engine; a driven shaft; means for driving the driven shaft from the driving shaft at a speed less than that of the driving shaft, said driving means including a gear on the driving shaft. a gear on the driven shaft, planet gears meshing with said gears and a carrier for the planet gears; a brake device for the carrier for causing reduced driving speed through the driving means; a clutch device connected with a portion of the said gears and operable when engaged to cause unitary rotation of the driving means; a pressure fluid system for controlling said devices; a"valve in the system movable into two positions for selectively controlling fluid flow to the devices; electrically energized means for moving said valve into one position to cause engagement of said brake device; spring means for moving said valve into another` position to cause engagement of said clutch device; and manually operable swltEh'-ieans connected to the electrically energized means and adapted to control the electrically energized means to cause engagement of the brake device and release of the clutch device.

18. In a transmission, a power shaft, a driven shaft, planetary gearing including a reaction member adapted to establish forward drive when the member is braked, a brake device for the reaction member, gearing between the reaction member and the driven shaft adapted to establish reverse-drive, said reverse gearing including a reaction gear, a shiftable pawl for engaging the reaction gear to establish reverse drive, a pressure fluid system for applying the brake device, valve means in the system, an actuator for shifting both the pawl and the valve means to a reverse drive position, said valve means in such actuator shifted position effecting disengagement of the forward drive clutch and engagement of the forward drive brake, and additional operator-controlled means for effecting disengagement of the forward drive'brake.

19. In a transmission for motor vehicles driven by an engine controlled by an accelerator pedal, a power shaft driven by the eng ne, a driven shaft, planetary gearing including a carrier adapted to establish forward drive when the carrier is braked, a brake device for the carrier, gearing driven by the carrier includinga reaction gear, said gearing being adapted to drive the drivenshaft reversely when the reaction gear is braked, brake means for the reaction gear, a pressure fluid system connected with the brake device, a flow control valve in the system shiftable into two positions to allow ow and shutting E iluid flow in an intermediate position, a compound valve device in the system in series with the control valve, said compound valve having two members movable into two open positions, spring means moving one valve member into one open position and the other member into closed position, electrically energized means adapted to move the second valve member into closed position when the accelerator pedal is in idling position and to release the second valve member when 4the accelerator pedal is in engine accelerating position, an actuator fixed to the control valve and adapted to control the brake means for the reaction gear, said actuator shifting the second valve member to open position when shift- 14 ed for forward drive, and driver operable means for operating the actuator.

20.- In a transmission for motor vehicles driven by an engine, a power shaft driven by the engine", a driven shaft, planetary gearing including a reaction carrier geared to said shafts and adapted to provide forward drive when the carrier is braked, a brake device for the carrier, gearing connecting the carrier with the driven shaft and includingv a reaction gear, said gearing being adapted to establish reverse drive when said reaction gear is braked and the carrier is released. brake means for the reaction gear, control means for the brake device, and control means for the brake means, said brake device and brake means being engageable at the same time to prevent drive between the shafts.

21. In a transmission for motor vehicles driven by an engine controlled by an accelerator pedal. a power shaft driven by the engine, planetary gearing including a reaction carrier geared to said shafts, a brake device for the carrier, gearing connecting the carrier and the driven shaft `including a reaction gear, brake means for the gear, a pressure iluid system for controlling the brake device, a valve device in the system conditioned by the accelerator pedal to close when the engine is idling in forward drive and to closewhen the engine is idling in reverse, and a driver operated actuator for controlling the brake means and the valve device, said actuator assisting in the control of the valve device' whereby the valve device is open to apply the when the reaction gear is braked with the engine idling, said brake device being closed when the engine is accelerated.

22. In a transmission for motor vehicles driven by an engine controlled by an accelerator pedal, a power shaft driven by the engine, a driven shaft, planetary gearing including a reaction carrier connecting the shafts, a brake device for the carrier, a clutch device connected to the planetary gearing and enga eable to cause unitary rotation of the planetary gearing, gearing connecting the carrier with the driven shaft including a reaction gear adapted to be braked to establish reverse drive when the brake device and the clutch device are released, brake means for the reaction gear, and control means operable in conjunction with the accelerator pedal to selectively engage either the brake device or the clutch device, or to engage both the brake device and the brake means, or the brake means only.

23. In a transmission for motor vehicles driven by an engine controlled by an accelerator pedal, a power shaft driven by the engine, a driven shaft, planetary gearing including a carrier adapted to establish forward drive when the carrier is braked, a brake device for the carrier, gearing including a reaction gear adaptedto establish reverse drive when the carrier is released and the reaction gear is braked, brake means for the reaction gear, a pressure fluid system for controlling the brake device, two valve devices in series in the system, an actuator for shifting the first valve device, the reaction gear brake means and a portion of the second valve device, electrically energized means for shifting another part of the second valve device adapted to be controlled by the accelerator pedal to shut olf fluid ilow during idling of the engine and to allow iluid flow when the engine is accelerated, said actuator operated valve device portion being shifted to open position when the actuator is in carrier brake device forward drive position, and driver controlled means for shifting this actuator.

24. In a transmission, a driving shaft; a driven shaft; gearing connecting said shafts for establishing forward drive; gearing connecting said forward drive gearing with said driven shaft for reverse drive,` said gearings each having a reaction member and said forward drive gearing having a clutch to establish direct drive; brake devices for said reaction members, a fluid system including a valve device for controlling the forward drive reaction member and clutch; and a manually operable actuator for shifting the valve and the reverse brake device between neutral and reverse drive positions, said actuator Yhaving an intermediate position in which both the brake and clutch of the forward drive gearing are engaged and another position inwhich the brakes of the forward drive gearing and reverse drive gearing are engaged and the forward drive gearing clutch is disengaged.

25. In a transmission, a power shaft for an engine, a driven shaft, planetary gearing including a reaction member adapted to establish forward drive when the member is braked and a clutch to establish direct drive, a brake device for the reaction member, gearing between the reaction member and the driven shaft adapted to establish reverse drive, said reverse drive gearing including a reaction gear, a shiftable pawl for engaging the reaction gear to establish rei6 verse drive. a pressure fluid system for applying the brake device, compound valve means in the system, said compound valve means including two relatively movable parts. an actuator for shifting both the pawl and a part of the compound' valve means to a reverse drive position, said valve means in such actuator shifted position effecting disengagement of the forward drive clutch and engagement of the forward drive brake; solenoid means for operating the other part of the valve means to disengage said forward drive brake, and manually controlled switch means for controlling operation of the solenoid. 26. A transmission as described in claim 25. an accelerator pedal for the engine, said manually controlled switch being operated by said accelerator pedal.

A FOREST R. McFARLAND.

REFERENCES CITED The following references are of record in the ille of this patent:

UNITED STATES PATENTS La Brie Sept. 14, 1946 

